Control device for a passenger conveyor

Abstract

An auxiliary brake control device for an escalator includes an auxiliary brake drive circuit, an inverter circuit, and a delay circuit. The auxiliary brake drive circuit is a circuit for driving an auxiliary brake of the escalator. The inverter circuit has a smoothing capacitor and is a circuit for driving a motor of the escalator. The delay circuit is provided between the inverter circuit and the auxiliary brake drive circuit. The delay circuit has a first contact capable of maintaining conduction between the inverter circuit and the auxiliary brake drive circuit at the time of power failure. At the time of power failure, power is supplied from the smoothing capacitor to the auxiliary brake drive circuit via the first contact.

Description

Technical Field

[0001] This invention relates to a control device for passenger conveyors. Background Technology

[0002] In existing auxiliary brake control devices for passenger conveyors, when the power supply to the passenger conveyor stops during a power outage, power is supplied to the auxiliary brake from the auxiliary power source, thereby keeping the auxiliary brake in a non-operating state (for example, see Patent Document 1).

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2008-13344 Summary of the Invention

[0006] The problem that the invention aims to solve

[0007] In the existing auxiliary brake control device described above, when the power supply to the passenger conveyor stops, an auxiliary power source is required to keep the auxiliary brake in a non-operating state, which incurs costs.

[0008] The present invention was made to solve the aforementioned problems, and its object is to provide a control device for a passenger conveyor that can suppress the cost of keeping the auxiliary brake in a non-operating state when the power supply to the passenger conveyor stops.

[0009] Methods for solving problems

[0010] The control device for the passenger conveyor of the present invention comprises: an inverter circuit that drives a motor that causes multiple steps to move cyclically; an auxiliary brake drive circuit that deactivates the auxiliary brake; and a delay circuit disposed between the inverter circuit and the auxiliary brake drive circuit, the inverter circuit having a smoothing capacitor, and the delay circuit having a first contact that supplies power from the smoothing capacitor to the auxiliary brake drive circuit via the first contact during a power outage.

[0011] Invention Effects

[0012] The passenger conveyor control device according to the present invention can suppress the cost of keeping the auxiliary brake in a non-operating state when the power supply to the passenger conveyor stops. Attached Figure Description

[0013] Figure 1 This is a partial block diagram showing a schematic structural diagram of the main parts of the passenger conveyor in Embodiment 1.

[0014] Figure 2 It is shown Figure 1 The circuit diagram of the control device.

[0015] Figure 3 Yes Figure 1 The table is obtained by organizing the actions of the control device.

[0016] Figure 4 It is used for explanation Figure 1 A diagram showing the operation of the control device.

[0017] Figure 5 This is a diagram used to illustrate the operation of a control device used as a comparative example. Detailed Implementation

[0018] The embodiments will now be described with reference to the accompanying drawings.

[0019] Implementation method 1.

[0020] Figure 1 This is a partial block diagram showing a schematic structural diagram of the main parts of the passenger conveyor in Embodiment 1.

[0021] The passenger conveyor has a truss (not shown), multiple steps 10, a main shaft 20, a motor 30, an auxiliary brake 40, and a control device 50. Figure 1 The passenger transport is an escalator.

[0022] A truss is erected between the upper and lower floors of the building. Multiple staircases 10 are supported by the truss. Furthermore, the multiple staircases 10 are connected in a ring. Figure 1 The image shows only a portion of the multiple steps 10.

[0023] The main shaft 20 is located under the floor of the upper floor. The motor 30 rotates the main shaft 20. Multiple steps 10 move cyclically due to the rotation of the main shaft 20. That is, the motor 30 causes multiple steps 10 to move cyclically.

[0024] When the passenger conveyor is rotating in the upward direction, the main shaft 20 rotates in the upward direction. Figure 1 The main shaft 20 rotates clockwise. When the passenger conveyor is rotating downwards, the main shaft 20 rotates clockwise. Figure 1 Rotate counterclockwise.

[0025] The auxiliary brake 40 has a ratchet 41, a pawl 42, and a solenoid 43.

[0026] The ratchet 41 is fixed to the main shaft 20. Multiple engagement parts 41a are provided on the outer periphery of the ratchet 41.

[0027] The pawl 42 can move between the release position 42a shown by the dashed line and the constraint position 42b shown by the solid line.

[0028] When the pawl 42 is in the released position 42a, the ratchet 41 is allowed to move towards Figure 1 It rotates clockwise and counterclockwise. Therefore, when the pawl 42 is in the released position 42a, the auxiliary brake 40 is in a non-operating state.

[0029] When the pawl 42 is in the restrained position 42b, the ratchet 41 moves towards the engagement part 41a through the engagement of the pawl 42 and the engagement part 41a. Figure 1 The counterclockwise rotation is prevented. Therefore, when the pawl 42 is in the constrained position 42b, the auxiliary brake 40 is in the working state.

[0030] When the solenoid 43 is powered, the pawl 42 is held in the released position 42a by the solenoid 43. When the power supply to the solenoid 43 is stopped, the pawl 42 moves to the restrained position 42b due to its own weight.

[0031] For example, in the event of an abnormal stop of the passenger conveyor, the power supply to the solenoid 43 is stopped, and the pawl 42 is moved to the restrained position 42b.

[0032] When the pawl 42 is engaged with the engagement part 41a, even if power is resumed to the solenoid 43, the pawl 42 will not return to the release position 42a due to the solenoid 43, but will remain in the state of being moved to the restraint position 42b.

[0033] Figure 2 It is shown Figure 1 The circuit diagram of the control device 50 is shown. The control device 50 includes an inverter circuit 60, an auxiliary brake drive circuit 70, and a delay circuit 80.

[0034] Inverter circuit 60 is a three-phase AC inverter circuit. Inverter circuit 60 has a first rectifier circuit 61, a switching circuit 62, and a smoothing capacitor 63.

[0035] The first rectifier circuit 61 is connected to the AC power supply 90. The AC power supply 90 is a three-phase AC power supply. Three-phase AC power is input from the AC power supply 90 to the first rectifier circuit 61. The first rectifier circuit 61 is a three-phase bridge circuit using multiple diodes. The first rectifier circuit 61 converts the three-phase AC power into DC power.

[0036] Switching circuit 62 is connected to motor 30. Motor 30 is a three-phase AC motor. Switching circuit 62 is a power conversion circuit that uses multiple switching elements and multiple freewheeling diodes. Switching circuit 62 converts DC power to three-phase AC power and outputs three-phase AC power to motor 30.

[0037] A smoothing capacitor 63 is connected between the positive terminal LP and the negative terminal LN of the DC bus. The smoothing capacitor 63 suppresses the ripple of the DC bus voltage.

[0038] The auxiliary brake drive circuit 70 drives the auxiliary brake 40. That is, when the pawl 42 is not engaged with the engagement part 41a, the auxiliary brake drive circuit 70 energizes the solenoid 43, causing the pawl 42 to move from the restrained position 42b to the released position 42a. In other words, the auxiliary brake drive circuit 70 puts the auxiliary brake 40 into a non-operating state.

[0039] The auxiliary brake drive circuit 70 has a second rectifier circuit 71, a solenoid control contact 72, a diode 73, and a resistor 74.

[0040] The second rectifier circuit 71 is connected to the AC power supply 90. Three-phase AC power is input from the AC power supply 90 to the second rectifier circuit 71. The second rectifier circuit 71 is a three-phase bridge circuit using multiple diodes. The second rectifier circuit 71 converts the three-phase AC power into DC power.

[0041] The solenoid control contact 72 is a normally open relay. Therefore, when the coil of the solenoid control contact 72 is not energized, the solenoid control contact 72 is open. In this state, no power is supplied to the solenoid 43.

[0042] On the other hand, when the coil of the solenoid control contact 72 is energized, the solenoid control contact 72 closes. In this state, power is supplied to the solenoid 43.

[0043] The cathode of diode 73 is connected to the positive terminal CP of auxiliary brake drive circuit 70. The anode of diode 73 is connected to one terminal of resistor 74. The other terminal of resistor 74 is connected to the negative terminal CN of auxiliary brake drive circuit 70.

[0044] Diode 73 and resistor 74 are connected in parallel with solenoid 43. Diode 73 and resistor 74 function as a spark suppression circuit. The spark suppression circuit suppresses arcing that occurs when solenoid 43 is energized.

[0045] The delay circuit 80 is disposed between the inverter circuit 60 and the auxiliary brake drive circuit 70. The delay circuit 80 has a first contact 81, a second contact 82, a third contact 83, and a voltage divider circuit 84.

[0046] The first contact 81 is located between the inverter circuit 60 and the auxiliary brake drive circuit 70. The first contact 81 is a contact that maintains continuity between the inverter circuit 60 and the auxiliary brake drive circuit 70 during a power outage. More specifically, the first contact 81 is a single-coil latching relay.

[0047] When a set current, i.e., a positive current pulse, is input to the coil of the first contact 81, the first contact 81 remains in the on state. Conversely, when a reset current, i.e., a reverse current pulse, is input to the coil of the first contact 81, the first contact 81 remains in the off state. That is, when the first contact 81 is in the on state, it remains in the on state until a reset current is input to the coil of the first contact 81.

[0048] The second contact 82 is a normally closed relay. That is, when the coil of the second contact 82 is not energized, the second contact 82 is in the conducting state, and when the coil of the second contact 82 is energized, the second contact 82 remains in the open state.

[0049] The second contact 82 is located between the positive terminal LP of the DC bus in the inverter circuit 60 and the voltage divider circuit 84. The second contact 82 is open during the operation of the passenger conveyor and makes the positive terminal LP of the DC bus and the voltage divider circuit 84 conductive when the passenger conveyor stops operating.

[0050] The third contact 83, like the second contact 82, is a normally closed relay. That is, when the coil of the third contact 83 is not energized, the third contact 83 is in the conducting state, and when the coil of the third contact 83 is energized, the third contact 83 remains in the open state.

[0051] The third contact 83 is located between the negative terminal LN of the DC bus in the inverter circuit 60 and the negative terminal CN of the auxiliary brake drive circuit 70. The third contact 83 is open during the operation of the passenger conveyor and makes the negative terminal LN of the DC bus and the negative terminal CN of the auxiliary brake drive circuit 70 conductive when the passenger conveyor stops.

[0052] Voltage divider circuit 84 divides the DC bus voltage of inverter circuit 60. Voltage divider circuit 84 has a first voltage divider resistor 84a and a second voltage divider resistor 84b. The first voltage divider resistor 84a and the second voltage divider resistor 84b are connected in series.

[0053] The terminal of the first voltage divider resistor 84a, opposite to the terminal connected to the second voltage divider resistor 84b, is connected to the positive terminal LP of the DC bus via the second contact 82. The terminal of the second voltage divider resistor 84b, opposite to the terminal connected to the first voltage divider resistor 84a, is connected to the negative terminal LN of the DC bus. The negative terminal LN of the DC bus is connected to the negative terminal CN of the auxiliary brake drive circuit 70 via the third contact 83.

[0054] When the second contact 82 is turned on, a divided DC bus voltage is output to the connection point of the first voltage divider resistor 84a and the second voltage divider resistor 84b based on the voltage division ratio of the first voltage divider resistor 84a and the second voltage divider resistor 84b. That is, the connection point of the first voltage divider resistor 84a and the second voltage divider resistor 84b is the output point of the voltage divider circuit 84. The output point of the voltage divider circuit 84 is connected to the positive terminal CP of the auxiliary brake drive circuit 70 via the first contact 81.

[0055] Figure 3 Yes Figure 1 The table is obtained by organizing the actions of the control device 50.

[0056] The power-off state refers to the state in which the power supply to the control device 50 is cut off. In the power-off state, the first contact 81 is reset and set to the open state before the power is cut off. Since the second contact 82 and the third contact 83 are normally closed relays, they are both set to the on state. Since the solenoid control contact 72 is a normally open relay, it is set to the open state.

[0057] Therefore, in the power-off state, no power is supplied from the inverter circuit 60 to the auxiliary brake drive circuit 70. No current flows through the solenoid 43 to drive the pawl 42, so the pawl 42 is in the constrained position 42b.

[0058] The normal stop state refers to the state in which the passenger conveyor is normally stopped. For example, the normal stop state means that although power is supplied to the passenger conveyor, the rotation of motor 30 stops according to a stop command. In the normal stop state, contact 81 is reset and set to the open state. Since contact 82 and contact 83 are both energized, they are set to the open state. The energization of solenoid control contact 72 is stopped, and it is set to the open state.

[0059] Therefore, in this case, no power is supplied from the inverter circuit 60 to the auxiliary brake drive circuit 70. No current flows through the auxiliary brake drive circuit 70 to drive the pawl 42, so the pawl 42 is in the constrained position 42b.

[0060] An abnormal stop state refers to the state in which an abnormality is detected in the passenger conveyor during operation, causing the passenger conveyor to stop abnormally. In the abnormal stop state, the control device 50 stops supplying power to the auxiliary brake drive circuit 70, so that the auxiliary brake 40 immediately becomes operational. Therefore, a reset current is input to the first contact 81, and the first contact 81 is set to the open state. The second contact 82 and the third contact 83 are also set to the open state. The solenoid control contact 72 is set to the open state.

[0061] Therefore, in the abnormal stop state, since the second contact 82 and the third contact 83 are in the open state, no power is supplied from the inverter circuit 60 to the auxiliary brake drive circuit 70. Consequently, the solenoid 43 is not energized, and the pawl 42 is in the restrained position 42b.

[0062] The operating state refers to the normal operating state of the passenger conveyor. In the operating state, the control device 50 sets the first contact 81 to the on state, the second contact 82 and the third contact 83 to the off state, and the solenoid control contact 72 to the on state.

[0063] Therefore, during operation, since the second contact 82 and the third contact 83 are in the open state, no power is supplied from the inverter circuit 60 to the auxiliary brake drive circuit 70. On the other hand, since the solenoid control contact 72 is set to the on state, the solenoid 43 is energized. Therefore, the pawl 42 is in the released position 42a.

[0064] A power outage during operation refers to a situation where a power outage occurs during operation. When a power outage occurs during operation, neither a set current nor a reset current flows through the coil of contact 81; therefore, contact 81 remains in the ON state. Contacts 82 and 83 change from OFF to ON. The solenoid control contact 72 changes from ON to OFF.

[0065] Therefore, during a power outage while in operation, power is supplied from the inverter circuit 60 to the auxiliary brake drive circuit 70 because the second contact 82 and the third contact 83 are in a conducting state. In the power outage state, the power supplied to the auxiliary brake drive circuit 70 is the power stored in the smoothing capacitor 63.

[0066] Therefore, after a power outage, the pawl 42 is held in the released position 42a by the power supplied from the smoothing capacitor 63. However, as the smoothing capacitor 63 gradually discharges, reducing the power supplied from it, the solenoid 43 can no longer hold the pawl 42 in the released position 42a. The pawl 42 then shifts from the released position 42a to the restrained position 42b.

[0067] Figure 4 It is used for explanation Figure 1 A diagram showing the operation of the control device 50. Figure 4 The horizontal axis represents time, and the vertical axis represents current. Ia is the current flowing through the main brake drive circuit (not shown). Ib is the current flowing through the auxiliary brake drive circuit 70.

[0068] The main brake drive circuit and the auxiliary brake drive circuit 70 both have solenoids and spark extinguishers. When a power outage occurs during the operation of the passenger conveyor, the power supply from the AC power source 90 stops. As a result, the current Ia flowing through the main brake drive circuit is consumed by the resistive component of the solenoid and the resistance of the spark extinguisher, decaying exponentially over time. Furthermore, the main brake operates during the elapsed time Ta since the power outage.

[0069] On the other hand, after a power outage, the power stored in the smoothing capacitor 63 is also supplied to the auxiliary brake drive circuit 70. Therefore, the current Ib flowing through the auxiliary brake drive circuit 70 decreases slowly, and during the elapsed time Tb from the power outage, the auxiliary brake operates later than the main brake delay time, i.e., Tb-Ta.

[0070] In this way, the delay circuit 80 supplies power from the smoothing capacitor 63 to the auxiliary brake drive circuit 70 only during power outages. That is, the delay circuit 80 delays the operation of the auxiliary brake only during power outages.

[0071] Therefore, after the ratchet 41 stops rotating, the pawl 42 can be moved from the release position 42a to the restraint position 42b. Thus, it is possible to prevent the pawl 42 from engaging with the engagement part 41a.

[0072] Furthermore, when the passenger conveyor is restored from a power outage and the auxiliary brake drive circuit 70 is powered, the pawl 42 can be moved from the restrained position 42b to the released position 42a.

[0073] Figure 5 This is a diagram used to illustrate the operation of a control device used as a comparative example. Figure 5 The horizontal axis represents time, and the vertical axis represents current. Ia is the current flowing through the main brake drive circuit (not shown). Ib is the current flowing through the auxiliary brake drive circuit.

[0074] The control device used as a comparative example does not include a delay circuit 80. Therefore, in the event of a power outage, power is not subsequently supplied to the auxiliary brake drive circuit used as a comparative example.

[0075] Therefore, the current Ib flowing through the auxiliary brake drive circuit decays exponentially, just like the current Ia flowing through the main brake drive circuit. Thus, the main brake operates during the elapsed time Ta from the power outage. Then, the auxiliary brake operates during the elapsed time Tb from the power outage.

[0076] In this case, if the auxiliary brake is engaged and the pawl 42 moves from the release position 42a to the restraint position 42b, the ratchet 41 is moving towards... Figure 1 If rotated counterclockwise, the pawl 42 will engage with the fitting part 41a.

[0077] Therefore, in the passenger conveyor using the control device as a comparative example, there is a concern that when power is restored, the pawl 42 may not be able to return to the release position 42a because it is engaged with the engagement part 41a. That is, there is a concern that the passenger conveyor may not be able to restart.

[0078] Furthermore, in the comparative example, the auxiliary brake operates shortly after the main brake, so the deceleration becomes greater when a power outage occurs while the passenger conveyor is running in the downward direction.

[0079] As described above, the control device 50 of the passenger conveyor in Embodiment 1 includes an inverter circuit 60, an auxiliary brake drive circuit 70, and a delay circuit 80.

[0080] Inverter circuit 60 drives motor 30. Motor 30 causes multiple steps 10 of the passenger conveyor to move cyclically. Auxiliary brake drive circuit 70 deactivates auxiliary brake 40. Delay circuit 80 is located between inverter circuit 60 and auxiliary brake drive circuit 70.

[0081] In addition, the inverter circuit 60 has a smoothing capacitor 63. The delay circuit 80 has a first contact 81. In the event of a power outage, the delay circuit 80 supplies power from the smoothing capacitor 63 to the auxiliary brake drive circuit 70 via the first contact 81.

[0082] Therefore, even without auxiliary power, the auxiliary brake 40 can be kept in a non-operating state for a certain period of time after a power outage. Thus, the cost incurred in keeping the auxiliary brake 40 in a non-operating state when the power supply to the passenger conveyor stops can be reduced.

[0083] Furthermore, according to the control device 50 of the passenger conveyor in Embodiment 1, when the power is off, the auxiliary brake 40 operates later than the main brake. Therefore, when the pawl 42 moves from the release position 42a to the restraint position 42b, the pawl 42 is not easy to engage with the engagement part 41a.

[0084] Therefore, when the passenger conveyor resumes operation after a power outage, the movement of the pawl 42 from the restrained position 42b to the released position 42a can be prevented from being hindered. That is, the passenger conveyor can be restarted more reliably when power is restored.

[0085] Furthermore, in the event of a power outage when the passenger conveyor is operating in the downward direction, the auxiliary brake operates later than the main brake, thus preventing the deceleration from becoming too large.

[0086] In addition, such as Figure 3As shown, the delay circuit 80 supplies power from the smoothing capacitor 63 to the auxiliary brake drive circuit 70 only during a power outage via the first contact 81. This is because the state of the first contact 81 is maintained during a power outage, and the second contact 82 and the third contact 83 are respectively set to the on state. Thus, except during a power outage, the auxiliary brake 40 operates simultaneously with the main brake, thereby enabling a more reliable stop of the passenger conveyor.

[0087] In addition, the delay circuit 80 also includes a voltage divider circuit 84, a second contact 82, and a third contact 83. The voltage divider circuit 84 divides the DC bus voltage of the inverter circuit 60. The output point of the voltage divider circuit 84 is connected to the positive terminal CP of the auxiliary brake drive circuit 70 via the first contact 81.

[0088] The second contact 82 is disconnected during passenger conveyor operation and connects the positive terminal LP of the DC bus in inverter circuit 60 to voltage divider circuit 84 when the passenger conveyor stops operating. The third contact 83 is disconnected during passenger conveyor operation and connects the negative terminal LN of DC bus to negative terminal CN of auxiliary brake drive circuit 70 when the passenger conveyor stops operating.

[0089] Therefore, when the power is on, the power consumed by the auxiliary brake drive circuit 70 in the inverter circuit 60 can be prevented. Furthermore, when the power is normally off, the delay circuit 80 can operate as a discharge circuit for the inverter circuit 60. Thus, the cost incurred in keeping the auxiliary brake 40 in a non-operating state when the power supply to the passenger conveyor stops can be further reduced.

[0090] Alternatively, passenger conveyors can also be moving walkways.

[0091] Furthermore, in embodiment 1, the ratchet 41, pawl 42, and solenoid 43 are disposed on one side of the main shaft 20. However, this is not a limitation; alternatively, a pair of ratchet 41s, a pair of pawls 42s, and a pair of solenoids 43 may be disposed on both sides of the main shaft 20.

[0092] Alternatively, the AC power supply can also be a single-phase AC power supply. In this case, the rectifier circuit can be set as a bridge rectifier circuit.

[0093] Furthermore, a dual-coil latching relay can also be used for the latching relay at the first contact 81. In the case of a dual-coil relay, a set current pulse is input to one coil, and a reset current pulse is input to the other coil.

[0094] Label Explanation

[0095] 10: Step; 30: Motor; 40: Auxiliary brake; 50: Control device; 60: Inverter circuit; 63: Smoothing capacitor; 70: Auxiliary brake drive circuit; 80: Delay circuit; 81: First contact; 82: Second contact; 83: Third contact; 84: Voltage divider circuit; CN: Negative terminal of auxiliary brake drive circuit; CP: Positive terminal of auxiliary brake drive circuit; LN: Negative terminal of DC bus; LP: Positive terminal of DC bus.

Claims

1. A control device for a passenger conveyor, wherein, The control device for the passenger conveyor includes: Inverter circuit, which drives a motor that makes multiple steps move in a cycle; The auxiliary brake drive circuit, which disables the auxiliary brake; and A delay circuit is disposed between the inverter circuit and the auxiliary brake drive circuit. The inverter circuit has a smoothing capacitor. The delay circuit has a first contact, through which power is supplied from the smoothing capacitor to the auxiliary brake drive circuit during a power outage. The delay circuit also includes a voltage divider circuit, a second contact, and a third contact. The voltage divider circuit divides the DC bus voltage of the inverter circuit, and the output point of the voltage divider circuit is connected to the positive terminal of the auxiliary brake drive circuit via the first contact. The second contact disconnects during the operation of the passenger conveyor and connects the positive terminal of the DC bus in the inverter circuit to the voltage divider circuit when the passenger conveyor stops operating. The third contact disconnects during the operation of the passenger conveyor and connects the negative terminal of the DC bus to the negative terminal of the auxiliary brake drive circuit when the passenger conveyor stops operating.

2. The control device for the passenger conveyor according to claim 1, wherein, The delay circuit supplies power to the auxiliary brake drive circuit only via the first contact during the power outage.

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